Air-brake governor.



PATENTED JULY 10, 1906.

L. F. WILLIAMS.

AIR BRAKE GOVERNOR.

APPLICATION FILED we. 2a, 1903.

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THE NORRIS PETERS 0a., WASNINBYON, o. c,

UNITED STATES PATENT OFFICE.

Specification of Letters Patent.

Patented uly 10 1906.

Application filed August 26, 1903. Serial No. 170,849.

To all whom it may concern.-

Be it known that I, LEONARD F. WILLIAMS, a citizen of the United States,residing in Thurber, Erath county, Texas, have invented certain new anduseful Improvements in Air- Brake Governors, of which the following issuch a full, clear, and exact description as will enable any one skilledin the art to which it appertains to make and use the same, referencebeing had to the accompanying drawings, forming part of thisspecification.

My invention relates to what is known as fluid-pressure" brakes, awell-known type ofwhich is in use on railway cars and trains in the formof an air-brake which is operated by the pressure of compressed airwhich, by means of a well-known system of engineers valve, train-pipe,auxiliary reservoir, triple valve, 850, is caused to act upon a pistonin the brake-cylinder so that the piston-rod operates the brakes byputting them on and releasing them in a manner well known.

The present invention has for its object the prevention of the brakesbeing set with such pressure or force as to lock the wheels and causethem to skid, which defect results in a serious injury to the wheels bycausing the same to become flattened at the points where they slide onthe tracks.

Briefly stated, the present invention, in its broad feature, consists inan automatic governor for regulating the pressure of the fluid or air inthe sytsem in such a manner as to prevent the brake being applied withforce greater than a predetermined degree, the governor being previouslyadjusted to such predetermined degree or pressure either for service orrunning application or for emergency application, or both.

In the accompanying drawings I have illustrated a type of my inventionin which the automatic governor is constructed to au- 'tomaticallyoperate for service and likewise emergency applications of the brakes,and the illustration shows the governor as applied directly to thebrake-cylinder, which is the only part of the brake system which it isdeemed necessary to show, the same being sufficient for the properunderstanding of this invention.

Figure 1 is a sectional view of the governor, the plane of the sectionbeing longitudinally and centrally thereof. Fig. 2 is a view incross-section on the plane indicated by the line 2 2-, Fig. 1. Fig. 3 isa View in elevation of the slide-valve shown as detach'ed. Fig. 4 is aview, on a reduced scale, of the governor shown as applied to abrake-cylinder;

Referring to the drawings, iii which like numbers of reference designatelike parts throughout, 1 is a tubular shell or casing having at one enda flange 2, which is secured; by means of bolts or screws 3, to a flange4 on the abutting end of a similar cylindrical casing or tubu ar part 5,so that the parts 1 and 5 together constitute a tubular or cylindricalbody. The tubular casing 1 is preferably formed with two internaldiameters of different size, the diameter 6 at the inner end thereofbeing larger than the remaining portion at the other end, so that ashoulder 7 is formed between the two. Within the larger diameter 6 isfitted a bushing 8, within which slides the piston 9, having a suitablepackingring 10 and with one face covered with a washer 11 of suitablesoft material for taking against the shoulder between the two diametersof the interior of the casing. The piston 9 is provided with a fixed rodor stem 12, extending through it and projectingto each side thereof. Oneend of this rod is guided in a longitudinal opening13, formed in themember 14, which is mounted, by means of a screw-threaded joint 15, inthe end of a cupshaped piece 16 which latter is itself screwed withinthe end of the tubular casing 5 by means of screw joint 17. A spiralspring 18 of comparatively large size and considerable strength isinterposed between the side of the piston 9 and the cup-shaped piece 16,and the main part of the spring surrounds the guide member 14, so thatthe tension of the spring may be'adjusted and regulated by moving thepart 16 inwardly or outwardly,

according to whether the tension is to be increased or decreased. terbeing screwed into the cup-shaped member 16 is secured thereto by across-pin 18, which is passed through a perforation 19 in the part 16and a perforation 20 in the guide member 14, as indicated in thedrawings. The parts so far described may be assembled before the twocasings 1 and 5 are bolted together by inserting the piston 9 with itsrod 12 in the larger end or diameter 6 of the casing 1, then boltingtogether the two casings end to end, so that the shoulder 21 on theabutting end of the casing 5 may, if required, limit the movement of thepiston in that direction. The spring 18 may then be put in The guidepart 14 afocked to the mer'hherd6 bythepindS. Of 5 course these partsmay be assembled differently; but this is one Way of puttingthemtogether Upon the end of the cup-shaped pert s "6- Which projectsbeyond'the casing 5- and which is screW-threadedM On itsexte;

her-4Q flh s. heek-hut; i s-preferablym de in the fermef e epie tineesin nd. ho sing the ehde th pertsuerenjwhie tispleee ther end th misene-r d 12. is. .preside two I, su t.ebly:speeed fisedtp es eelerslzhiehd e, Whieh er shown in the vfe r hc f ed sksi end :hetteenithesem w .fiied isr rehg d theshde-re re 9 service i ghlet hgzy lyethe xte i r flfee 9 Whiehism d -fletehd.p ev dedfwi hletere "guides Wheh: twe s. is .,e :re p nding eroeer soZ f-ih thelwell of,therelve-ehemb er 28-; -.lh. .s lid -wi r fiehwhi h is act ted by he:.heevemeh 9f h P ton th ough zh e hjs its s esei s previ ed. w th th ee-Wey PQIl .7 .W i epehsupeh eppe it sides .efilthe yel e, sees; teheih.eehs e teommehieetieh with. theihterier e the h dre e hg 3e I,erlfeher-theinteri r.Qt thev lv' r h ber fiendishpie-termed.Within; the y ndre heshihg 26- iThet hiee ep shine f th thr .Y@Y. PQI-f .2 shpetheexterier eeepost-t e ha ve; seeth tj this epeh hgiwi regis er. i h

fithe er eefi s eus 429.1 e medoth l egh he s des? e11 "9f, h.e. 1bedyip eee 1'. nd eemmuh ieet h'g rw ithetthez e tereir-v .Theih e e d of.the regele ihgrre re. ,eh imher e2 7 s in 90111.- mshieet eh with theediee t end fth p se te tehfihyimeehs ef the speee. reuhd. t e ireu:

" vle s eeilde erieelleh h ie d e ihduet en- =PQ t-3 epensin th si e'thee ember. 2V8, she f-t is pe t th ugh; e shert-rp pe 31 1 s n eehtehteemmuhieetieniwith theint r f ,th zhrekereyhhden 32; the. .e n t uetn' d (PHIPQSQQiWhiQhhIQWQ kllQW l- H ,There ulet hgrve ve 25 s-h l in. sprope po ition, i, y. meeh of. e spring, 3. he en se wh eh bee egeinst tffee o th int i -5 -eh mb.e -1 8; Wh e. the sp g. s 1 pa er uhdi e he fe 'p nee, wh ch. is e stres .,theisp vee et eehtwe eer rd y-e tedingteprejee ie s 35. e the -,be of the s 155 The .Pert efthie dev thusf described .eemp se he h esse yele ent of e gov.- eimeriw i h Willeutihet e ly e te regule e eth pres t eef h ord a y ng 0 jser c e epp i eteh when uehp e's r -ee sthe p ede ermined h rs 'y, er insteheepe f y pnds. .ItF g 1 he rie te n .pe ts husfe e j ed res w es nreleti e P itons h eh th y ee py .W thepre se e doe n t xe e epre e mine 01 .5 id grepwhete eitit m rbe Th pring, 1-84 rior is screwed a check-nut or cetp22, which W111 Q IYQQ- DQ.1113356 111.hhGJQOSQ DgI.Q JIlQ Ik and thepertswhich control" the tension thereon ere adjusted beforehand in sucha v manner that the piston 9 normally stands at 'thepoint indicatedin'Fi'g'i'l, and thus keeps the regulating-valve 25 closed on theeduction port'or"service-exhaust 29, and under this condition thepressure will be om ain- -tained'*at-"the required degree in" thehrakeWcylinder. If, however, the pressure should exceed the predeterminedpoint of, say, fifty pounds to the-square-inch the spring 18rwil1 yieldunder, this excessive pressureon the pisten, 9 which mot/ting downwardlywilkcarry with it. th r.egulating'-,v,alve;2i5 untilits-port 2,7. r gsters. with 11116.;SEIL'YiQQTBXhQJlSt. .29; h reupon the eXeessive.pressureswillpnow have e path to the outerair, and-will accord:ihglypbeso. regulat dastdpcrmitthe spring lSjtO. for etthe. pist0n;hael.:.againendmore the yalye 25 ..to close it,, thereby regulating the pessure. end preventing. the. locking; of thehrekeshoes onthe wheelseindhence preve ting, the skidding orsliding of the wheels nth tre k,

,. 11. diti n to he. if netionsihereihebove cr bed. he governorelsoisconstructedxto aut ma i lly e r an. excessiv pressure in the ytem, h'g anoemergeneyeppliear .ti n. ,of; the brakes, .Whieheis. ofh euret ate uehh g e p ss re .t e theordinary seri .ie u ning-,. epp1ie ioe,;fl? i is. accomp i hed by me eh efehethe yelve .53 haying stemih tIdP ZQY dQd w th e p ral spring 55,, 0 eendofwhieh-rests egeins the.Yehte,

whi e i t e other en ak s intoia is eket. 36; fo me in th i eren ofepiece 3,7, Wh ehis set nto th d o a ula part38byemeens o e' s ewrjo ht9, t e stem ofthelvalve slide g in a ce t perfora ion formedn he part;7, sethet hyedj ing,thehutupzen d wn. th tensio efith is rin on th.relre wil ih .r gu e d,,e d the, part .37 t us. erves es en a ju t gutr the sp i g and ells e guid for e va vetem 5t; Upon. he e t mea frewead. .1, a d this smede in h f m. .o en in o hg v e pithesemee he.eheeknut 2 a the therend-sf the de? vice. The valve chamberfizisprovided W h t e m rg hey ex eust 43, eomm hie ing h h e ter teir-v flhisemergeh yivalve e b 4 s peratedfrom. theire yer mb 0f th -r.eg eing-, lv. ;25,.by e ns o e pert ione whi h e 0,.. r e.s es

of h odys g 1 d e nb le pertfifi in which the soecelledfemergency-yelveff 53 o e eh lef ei ubuleeee ilig 'hei s u ited. o. the-i iding-Pie eee by meens of screw-threaded oints, as shown. lhe r1 25.Pe ioh 4 svp ev de -Wi h efleen ltelip ey- .5,. e pper ehdef w ich h sev vees 516L011 W eh t e1 ed,5 mer.-

y eg t evel e53 el ses; Wh e. th ether ehdoe thepe seg'e wey 45 sih901E212.- 4:3

en f then tisipleeed a eheckmut 41 by a coup i g-pi e be w en th abuttng end 92 nication with the upper end of the valvechamber 28 through aset of grooves 47, formed in the side of the interior of the passage-wayand around the part thereof through which the upper end of thepistonstem 12 projects and works. The emergencyvalve 53 thus controlscommunication between the regulating-chamber 28 on the one hand and theemergency-exhaust 43, communicating with the atmosphere, upon the otherhand. In an emergency application of the brakes the compressed fluid orair enters the brake-cylinder 32 at a very high pressure and muchgreater than the service application, and the air enters thevalve-chamber 28 in such a great volume that while it succeeds inoperating the piston 9 to open the regulating-valve through the serviceexhaust or port 29 nevertheless it cannot escape quickly enough throughthe exhaust 29, and at this time the excessive pressure continues tomove the piston, and so carries the pressureregulating valve 25downwardly to its lower limit of movement and closes it on the exhaust29. Thereupon the excessive pressure is directed against theemergency-valve 53, which is adjusted to open only at a high pressuresaysixty pounds pressure.and as soon as this occurs any excess of pressure,so far as it enters the brake-cylinder, passes direct to the atmospherethrough the emergency-exhaust 43. The regulation of the pressure by theemergency-valve 53 will cause the same to close; but the service partdoes not move back until the brakes are released. Thus the operatoin ofthe emergency-valve 53 will serve to prevent the looking of thebrake-shoes on the wheels during an emergency application of the brakes.

Any defect in the braking system that would cause a brake-cylinder toretain the pressure after the brakes had been released or any leak inthe brake-cylinder while the triples are in release position when thebrakes v were applied again the pressure would not rise high enough toslide the wheels when this governor is used, as described.

Having thus described my invention, what I claim, and desire to secureby Letters Patent, is

1. The combination of a fluid-pressure brake having a brake-cylinder, anautomatic governor connected with said brakecylinder for regulating thepressure therein, the said governor having a service pressure-exhaustand an emergency pressure-exhaust each of which has a valve controllingit and each valve being adjusted to open its exhaust upon a certainincrease in pressure in said brake-cylinder above a predetermined point,the said valve controlling the service-exhaust being opened under a lessincrease in pressure than the emergency exhaust-valve and being closedby such emergency-pressure when the same acts upon and opens the saidemergency exhaust-valve, substantially as and for the purpose set forth.

2. The combination of a fluid-pressure brake having a brake-cylinder, anautomatic governor connected with said brake-cylinder for regulating thepressure therein, the said governor having an emergency pressure-exhaustprovided with a valve controlling the same and normally keeping itclosed and adapted to open upon a certain predetermined increase inpressure in said brake-cylinder, said governor also having a servicepressure-exhaust provided with a slide-valve normally closing saidexhaust and adapted upon a certain increase in pressure in saidbrake-cylinder above a predetermined point to move into its intermediateposition and open said service-exhaust and also adapted to move beyondsaid intermediate position and close said service-exhaust when actedupon by the said emergency-pressure, the said slide-valve being restoredto its normally closed position when the brakes are released,substantially as and for the purpose set forth.

3. The combination of a fluid-pressure brake and an automatic governorconnected therewith and having pressure regulated valves each adjustedto a different pressure, one of said valves being opened to govern thepressure when the same exceeds the pressure of the ordinary service orrunning application, and another of said valves opening to govern thepressure when an emergency aplication' is made, the first-mentionedvalve eing closed by the pressure during an emergency application,substantially as and for the purpose set forth.

4. The combination of a suitable casing provided with a valve-chamberhaving an induction and eduction port, a piston mounted in said casingand having one face thereof in communication with said valve-chamber, astem mounted on said piston, a sliding valve mounted on said piston-stemand provided with a passage-way adapted at times to register with theeduction-port in the valvechamber and place the same in communicationwith the interior of such chamber, and means for normally acting uponthe piston with a predetermined degree of pressure to keep said valveclosed, a second valve controlling a passage-way which communicates withsaid valve-chamber and the outer air, and adjustable means for normallykeeping a pressure on the second valve greater than that on thefirst-mentioned valve for maintaining the valve closed under suchpressure, substantially as and for the purpose set forth.

5. A high-speed-valve device for airbrakes, comprising a low-pressureblow-offvalve mechanism normally subject to the brake-cylinder pressurefor limiting the same, a high-pressure blow-01f valve, and meansoperating in emergency applications for cutting outpf action saidlow-pressureva1vemechanism.-

G A high-speed-valve device for airbrakes, comprising a low-pressureblow-oflvalve mechanism normally subject to the brake-cylinder pressurefor limiting the same, a high-pressure blow-off valve, and meansoperated by the rapid rise in brake cylinder; pressure in emergencyapplications for cutting out of action said low-pressure- IO valvemechanism. In testimony whereof I have hereunto set my hand in thepresence of the two subscrib: ing itnesses. LEONARD F. WILLIAMS.Witnesses:

M. A. WILLIAMs, WM. SOHROEDER.

